From 1958 to 2020 the Chevrolet Impala was the automaker’s go-to full-size sedan. While it has mostly made a reliable name for itself, some years, like the 2007 model, have fared worse than others. Looking at an older Impala? You might think twice, as it wasn’t until 2014’s 10th-generation that the model truly found its stride.
Key Points
- The 2002 Impala was an especially problematic year, with widespread PassLock Immobilizer issues. On the other side of the equation, 2005 was the most problem-free year.
- Model year 2006-2009 Impalas earned subpar safety marks and struggled with powertrain issues, though they’re some of the most common fleet cars you’ll see on the road today.
- The 2012 and newer Impalas saw a base engine upgrade to GM’s 302-horsepower LFX V6, and had better front-end crash protection.
- The 10th-generation Impala was a drastic improvement over previous models, with many modern upgrades. However, they did carry a heftier price tag.
- Overall, the 2007 Impala is our worst pick, as it had problematic powertrain concerns and suffered from safety issues. The best years are the 2016 or newer Impalas, which are likely still covered under GM’s five-year/60,000-mile powertrain warranty.
Eighth-generation Impala was a Hit but May Now Be Considered a Bit Primitive
We’ll start at the eighth-generation Impala (2000-2005) as it’s unlikely you’ll find anything earlier at your nearest used-car dealer. This model was built on GM’s W platform, the same as the Buick Regal, Oldsmobile Intrigue, and other front-wheel-drive hits of the dot-com era. No longer rear-drive or V8-powered, the eighth generation established what the Impala would be until its 2020 discontinuation, a unibody, mostly V6-powered sedan.
Still, the eighth generation isn’t entirely disconnected from the American classics preceding it. The base L trim does come standard with the classic front bench/column shifter combo. And ashtrays, of course. But it also resembles its more primitive ancestors in less nostalgic ways. ABS brakes, side-impact airbags, and traction control do not come standard on the L trim. And if you need a daily driver in 2021, that should be a dealbreaker.
The higher LS trim covers all the safety essentials, plus features like cruise control and dual-zone air conditioning. There was also the Impala SS, which GM resurrected in 2004. This came with all the LS fixings, plus some sporty embellishments.
Eighth-generation Impalas are powered by two transverse V6s: a 180-horsepower 3.4-liter and an upgraded 200-horsepower 3.8 (the SS got a supercharged 3.8-liter with 40 more horses). These are generally considered reliable, but the 3.8 liter is iconic. Also known as the “Buick V6,” the 3.8 dates back to the early 1960s, and it’s earned quite the reputation for durability over the years.
Nevertheless, these V6s have their faults, with leaking intake manifold gaskets a common pain point. These leaks can lead to much bigger problems, including overheating.
There’s only one transmission option for the eighth-generation models: a 4T65-E four-speed automatic, with the SS getting a heavy-duty version. Accounts vary as to their reliability, but a common phrase you’ll see on forums is “hit or miss.” Nonetheless, a universal problem seems to be defective Pressure Control Solenoids, which may cause slipping, untimely gear shifts, and jerky starts.
Worst Year for Eighth-generation Impala: 2002
The 2002 model year saw an uptick in complaints about the PassLock engine immobilizer, which disables the ignition system when it senses tampering. Those on the 2002 Impala tend to activate themselves by mistake, preventing owners from starting their cars. The problem appears to be widespread, yet there’s no official recall yet that’s been issued to address it.
Best Year for Eighth-generation Impala: 2005
There’s no particularly outstanding year for the eighth generation, reliability-wise. But the final model year, 2005, appears to have the least severe complaints. The main issue noted for 2005 is the instrument cluster “going haywire” and giving all sorts of outlandish readings. This is certainly an unpleasant issue, but, hey, it’s better than the car mistaking you for a thief all the time.
Ninth-generation Impala Was Redesigned and Upgraded but Still Had Safety Issues
The ninth-generation Impala (2006-2013) emerged with some new—and arguably unimproved—looks, but otherwise didn’t depart too much from the eighth generation. It was still built on GM’s aging W platform and was similarly popular among fleet buyers (thus fleet sales continued until 2016).
However, there are key powertrain differences. Early ninth-generations came with a new line of High Value V6s: a 211-horsepower 3.5-liter and a 242-horsepower 3.9. Both were paired with the 4T65E automatic carried over from the eighth generation, which have the same pressure solenoid issues to look out for. This generation also saw the return of the V8 Impala, with the SS getting a 303-horsepower via a 5.3-liter small-block.
High Value engines have modern features like variable valve timing and Displacement-on-Demand (DOD). Over time, the DOD systems—which periodically shut off two cylinders to increase fuel economy—grew controversial, with owners complaining about excessive oil consumption.
Four Decent Trims Marred by Lack of Safety Essentials
Early ninth-generation models came in four trims: the LS, LT, LTZ, and SS, with some model year-specific differences. The lower LS and LT trims only came with optional ABS and traction control, so buyers should beware of these safety essentials being potentially missing.
Higher up, the LTZcame loaded with leather upholstery, heated seats, 17’’ aluminum wheels, ABS, traction control, and the more robust 3.9-liter V6.
Later on, the ninth-generation Impala got significant upgrades. In late 2009, structural integrity was strengthened in the front, boosting the Impala’s IIHS evaluation from “Acceptable” to “Good.” By 2012, GM introduced the much-improved, 302-horsepower LFX V6, mated to a six-speed automatic. Late-model ninth-generation models also had Bluetooth and traction control as standard.
Worst Year for Ninth-generation Impala: 2007
The 2006 through 2009 Impalas score even lower on safety than the eighth-generation, earning an “Acceptable” IIHS evaluation. The 2007 Impala scored a particularly unimpressive mixed bag of scores for crashworthiness. Whereas many new vehicles tend to get mostly “Good” scores for crashworthiness, the 2007 Impala received a “Good” for side impacts, “Acceptable” for the front, and “Marginal” for head restraints and seats.
Also, early ninth generations are stuck with the High Value V6s and four-speed automatics. And while these aren’t necessarily bad powertrains, there’s still the chance of the DOD-related issues, as well as failing transmission pressure solenoids.
Best Year for Ninth-generation Impala: 2013
As far as ninth-generations go, the 2012 and 2013 models are hard to beat. And with only one recall (for a faulty ignition switch) compared to the 2012 edition’s three recalls, the 2013 edition is a particularly good, reliable year for the Impala. You get the performance of the modern LFX powertrain, plus the time-tested utility of the W-body platform. The safety improvements Chevy made to the ninth-generation Impala are built into these years as well. So, at around $8,000 to $9,000, it may be a compelling deal.
Tenth-generation Impala’s Improved Power and Safety Increase its Price Considerably
The 10th generation of the Chevrolet Impala (2014-2020) is a different value proposition altogether. With far more standard safety features, better handling, actual styling, and a host of other technological upgrades, this Impala is a positively modern sedan, fit to compete with the Camrys, Sonatas, and Accords of the moment.
But all this comes with a considerably higher price tag. Early 10th-generation Impalas currently fetch between $14,000 to $18,000, compared to $8,000 to $9,000 for a ninth-generation built just one year earlier. So, what exactly justifies the price gap?
The base model comes with 10 airbags, panic brake assist, and other advanced safety features standard. Unsurprisingly, this earned the Impala high safety marks from the IIHS right out of the gate.
2014 & 2015 Model Years Featured Short-lived Hybridized 2.4 Ecotec Four-cylinder Engine
Higher trim levels, like the LT and LTZ (or “Premier,” depending on the year), come with GM’s MyLink Radio, which includes an eight-inch touchscreen and smartphone connectivity. Other options include forward collision alert, adaptive cruise control with crash imminent braking, and lane departure warning.
The 10th-generation also offers a four-cylinder engine, GM’s direct-injected 2.5-liter EcoTec producing 197 horsepower and a decent 31 mpg combined. There’s also the 305-horsepower LFX V6, which gets 29 mpg combined. Both engines are mated to a six-speed automatic transmission with manual shift mode.
The short-lived Impala ECO trim is also worth mentioning. It used a hybridized 2.4 Ecotec four-cylinder paired with a 115-volt lithium-ion battery, boosting mpg to 25 mpg city/ 36 highway. The ECO was only available for the 2014 and 2015 model years, before being discontinued.
Worst Year for Tenth-generation Impala: 2014
It’s hard to say which is the worst year of this generation because 10th-gens don’t have the same powertrain problems as their older siblings. But if you have to pick a relatively bad year, it would probably be the inaugural one, 2014. According to Car Complaints, 2014 10th-generation Impala models had issues related to the MyLink infotainment system, which apparently can freeze, go blank, or otherwise malfunction.
Best Year for Tenth-generation Impala: 2016
The 10th-generation models are pretty consistent year over year. So, rather than focusing on specific model years, buyers should be on the lookout for well-kept offerings. One thing worth keeping in mind, as far as model years go, is GM’s five-year/60,000-mile transferable powertrain warranty, which would make any low-mileage, 2016 or newer Impala particularly attractive.
Which is the Best Overall Year for the Impala?
Of all the Impalas mentioned, the hardest choice is between a late-model ninth-generation and a 10th-generation model. Here, you’ll need to justify if the 10th-generation’s styling, modern interior equipment, and better handling are worth paying several thousand dollars more. Because, underneath, both Impalas share the same powerful LFX, six-speed powertrain.
Photos: Chevrolet
